1-2012 technical regulations 09-03-2012

7/31/2019 1-2012 Technical Regulations 09-03-2012

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2012 FORMULA ONE TECHNICAL REGULATIONS

CONTENTS SUMMARY

Pages

ARTICLE 1 : DEFINITIONS Pages 6-71.1 Formula One Car

1.2 Automobile

1.3 Land Vehicle

1.4 Bodywork

1.5 Wheel

1.6 Complete wheel

1.7 Automobile Make

1.8 Event1.9 Weight

1.10 Cubic capacity

1.11 Supercharging

1.12 Cockpit

1.13 Sprung suspension

1.14 Survival cell

1.15 Camera

1.16 Camera housing


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3.11 Bodywork around the front wheels

3.12 Bodywork facing the ground3.13 Skid block

3.14 Overhangs

3.15 Aerodynamic influence

3.16 Upper bodywork

3.17 Bodywork flexibility

3.18 Driver adjustable bodywork

ARTICLE 4 : WEIGHT Page 20

4.1 Minimum weight4.2 Weight distribution

4.3 Weight of tyres

4.4 Ballast

4.5 Adding during the race

ARTICLE 5 : ENGINES AND KINETIC ENERGY RECOVERY SYSTEMS Pages 21-29

5.1 Engine specification

5.2 Other means of propulsion

5.3 Engine dimensions

5.4 Weight and centre of gravity

5.5 Engine torque demand

5.6 Engine control

5.7 Engine high rev limits

5.8 Exhaust systems

5.9 Variable geometry systems

5.10 Fuel systems

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ARTICLE 8 : ELECTRICAL SYSTEMS Pages 32-35

8.1 Software and electronics inspection8.2 Control electronics

8.3 Start systems

8.4 Data acquisition

8.5 Telemetry

8.6 Driver controls and displays

8.7 Driver radio

8.8 Accident data recorders (ADR)

8.9 Track signal information display8.10 Medical warning system

8.11 Installation of electrical systems or components

ARTICLE 9 : TRANSMISSION SYSTEM Pages 36-39

9.1 Transmission types

9.2 Clutch control

9.3 Traction control

9.4 Clutch disengagement

9.5 Gearboxes9.6 Gear ratios

9.7 Reverse gear

9.8 Gear changing

9.9 Torque transfer systems

9.10 Kinetic Energy Recovery System

ARTICLE 10 : SUSPENSION AND STEERING SYSTEMS Pages 40-41

10.1 Sprung suspension

10 2 S i t


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13.4 Position of the drivers feet

ARTICLE 14 : SAFETY EQUIPMENT Pages 49-5214.1 Fire extinguishers

14.2 Master switch

14.3 Rear view mirrors

14.4 Safety belts

14.5 Rear light

14.6 Cockpit padding

14.7 Wheel retention

14.8 Seat fixing and removal14.9 Head and neck supports

ARTICLE 15 : CAR CONSTRUCTION Pages 53-58

15.1 Permitted materials

15.2 Roll structures

15.3 Structure behind the driver

15.4 Survival cell specifications

15.5 Survival cell safety requirements

ARTICLE 16 : IMPACT TESTING Pages 59-61

16.1 Conditions applicable to all impact tests

16.2 Frontal test 1

16.3 Frontal test 2

16.4 Side test

16.5 Rear test

16.6 Steering column test

ARTICLE 17 ROLL STRUCTURE TESTING P 62


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ARTICLE 20 : TELEVISION CAMERAS AND TIMING TRANSPONDERS Page 69

20.1 Presence of cameras and camera housings20.2 Location of camera housings

20.3 Location and fitting of camera and equipment

20.4 Transponders

20.5 Installation

ARTICLE 21 : FINAL TEXT Page 70


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ARTICLE 1: DEFINITIONS

1.1 Formula One Car :

An automobile designed solely for speed races on circuits or closed courses.

1.2 Automobile :

A land vehicle running on at least four non-aligned complete wheels, of which at least two areused for steering and at least two for propulsion.

1.3 Land vehicle :

A locomotive device propelled by its own means, moving by constantly taking real support onthe earth's surface, of which the propulsion and steering are under the control of a driveraboard the vehicle.

1.4 Bodywork :

All entirely sprung parts of the car in contact with the external air stream, except cameras,camera housings and the parts definitely associated with the mechanical functioning of theengine, transmission and running gear. Airboxes, radiators and engine exhausts are consideredto be part of the bodywork.

1.5 Wheel :

Flange and rim.

1.6 Complete wheel :

Wheel and inflated tyre. The complete wheel is considered part of the suspension system.

1.7 Automobile Make :

I th f F l i t bil k i l t Wh th


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1.12 Cockpit :

The volume which accommodates the driver.

1.13 Sprung suspension :

The means whereby all complete wheels are suspended from the body/chassis unit by a springmedium.

1.14 Survival cell :

A continuous closed structure containing the fuel tank and the cockpit.

1.15 Camera :

Television cameras the dimensions of which are defined in drawing 6.

1.16 Camera housing :

A device which is identical in shape and weight to a camera and which is supplied by therelevant competitor for fitting to his car in lieu of a camera.

1.17 Cockpit padding :

Non-structural parts placed within the cockpit for the sole purpose of improving drivercomfort and safety. All such material must be quickly removable without the use of tools.

1.18 Brake caliper :

All parts of the braking system outside the survival cell, other than brake discs, brake pads,caliper pistons, brake hoses and fittings, which are stressed when subjected to the brakingpressure. Bolts or studs which are used for attachment are not considered to be part of thebraking system.

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ARTICLE 2 : GENERAL PRINCIPLES

2.1 Role of the FIA :

The following technical regulations for Formula One cars are issued by the FIA.

2.2 Amendments to the regulations :

Changes to these regulations may only be made in accordance with the provisions of The 2009Concorde Agreement.

2.3 Dangerous construction :

The stewards of the meeting may exclude a vehicle whose construction is deemed to bedangerous.

2.4 Compliance with the regulations :

Automobiles must comply with these regulations in their entirety at all times during an Event.

Should a competitor introduce a new design or system or feel that any aspect of theseregulations is unclear, clarification may be sought from the FIA Formula One TechnicalDepartment. If clarification relates to any new design or system, correspondence mustinclude:

- A full description of the design or system.

- Drawings or schematics where appropriate.

- The competitor's opinion concerning the immediate implications on other parts of thecar of any proposed new design.

- The competitor's opinion concerning any possible long term consequences or newdevelopments which may come from using any such new designs or systems.

- The precise way or ways in which the competitor feels the new design or system will


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ARTICLE 3 : BODYWORK AND DIMENSIONS

One of the purposes of the regulations under Article 3 below is to minimize the detrimental effectthat the wake of a car may have on a following car.

Furthermore, infinite precision can be assumed on certain dimensions provided it is clear that suchan assumption is not being made in order to circumvent or subvert the intention of the relevantregulation.

For illustrations refer to drawings 1A-17A in the Appendix to these regulations.

3.1 Wheel centre line :

The centre line of any wheel shall be deemed to be half way between two straight edges,perpendicular to the surface on which the car is standing, placed against opposite sides of thecomplete wheel at the centre of the tyre tread.

3.2 Height measurements :

All height measurements will be taken normal to and from the reference plane.

3.3 Overall width :

The overall width of the car, excluding tyres, must not exceed 1800mm with the steeredwheels in the straight ahead position.

3.4 Width ahead of the rear wheel centre line :

3.4.1 Bodywork width between the front and the rear wheel centre lines must not exceed 1400mm.

3.4.2 In order to prevent tyre damage to other cars, any bodywork outboard of the most inboardpart of the bodywork used to define the area required by Article 3.7.5, and which is more than450mm ahead of the front wheel centre line, must be at least 10mm thick (being the

i i di h d l h f i di i ) i h di


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3.7.2 Any horizontal section taken through bodywork located forward of a point lying 450mm

forward of the front wheel centre line, less than 250mm from the car centre line, andbetween 125mm and 200mm above the reference plane, may only contain two closedsymmetrical sections with a maximum total area of 5000mm

2. The thickness of each section

may not exceed 25mm when measured perpendicular to the car centre line.

Once fully defined, the sections at 125mm above the reference plane must be projectedvertically to join the profile required by Article 3.7.3. A radius no greater than 10mm may beused where these sections join.

3.7.3 Forward of a point lying 450mm ahead of the front wheel centre line and less than 250mm

from the car centre line and less than 125mm above the reference plane, only one singlesection may be contained within any longitudinal vertical cross section parallel to the carcentre line. Furthermore, with the exception of local changes of section where the bodyworkdefined in Article 3.7.2 attaches to this section, the profile, incidence and position of thissection must conform to drawing 7.

3.7.4 In the area bounded by lines between 450mm and 1000mm ahead of the front wheel centreline, 250mm and 400mm from the car centre line and between 75mm and 275mm above thereference plane, the projected area of all bodywork onto the longitudinal centre plane of the

car must be no more than 20,000mm

2

.3.7.5 Ahead of the front wheel centre line and between 750mm and 840mm from the car centre

line there must be bodywork with a projected area of no less than 95,000mm2

in side view.

3.7.6 Ahead of the front wheel centre line and between 840mm and 900mm from the car centreline there must be bodywork with a projected area of no less than 28,000mm

2in plan view.

Furthermore, when viewed from underneath, the bodywork in this area must form onecontinuous surface which may not be more than 100mm above the reference plane.

3 7 7 l d l l k h h b d k h d f h f h l


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3.8.3 No bodywork between the rear wheel centre line and a line 400mm forward of the rear wheel

centre line, which is more than 375mm from the car centre line, may be more than 300mmabove the reference plane.

3.8.4 Any vertical cross section of bodywork normal to the car centre line situated in the volumesdefined below must form one tangent continuous curve on its external surface. This tangentcontinuous curve may not contain any radius less than 75mm :

a) The volume between 50mm forward of the rear wheel centre line and 300mm rearwardof the rear face of the cockpit entry template, which is more than 25mm from the carcentre line and more than 100mm above the reference plane.

b) The volume between 300mm rearward of the rear face of the cockpit entry templateand the rear face of the cockpit entry template, which is more than 125mm from thecar centre line and more than 100mm above the reference plane.

c) The volume between the rear face of the cockpit entry template and 450mm forward ofthe rear face of the cockpit entry template, which is more than 350mm from the carcentre line and more than 100mm above the reference plane.

d) The volume between the rear face of the cockpit entry template and 450mm forward of

the rear face of the cockpit entry template, which is more than 125mm from the carcentre line and more than 675mm above the reference plane.

The surfaces lying within these volumes, which are situated more than 55mm forward of therear wheel centre line, must not contain any apertures (other than those permitted by Article3.8.5) or contain any vertical surfaces which lie normal to the car centre line.

3.8.5 Once the relevant bodywork surfaces are defined in accordance with Article 3.8.4, apertures,any of which may adjoin or overlap each other, may be added for the following purposes only:

)


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3.10 Bodywork behind the rear wheel centre line :

3.10.1 Any bodywork more than 150mm behind the rear wheel centre line which is between 150mmand 730mm above the reference plane, and between 75mm and 355mm from the car centreline, must lie in an area when viewed from the side of the car that is situated between 150mmand 350mm behind the rear wheel centre line and between 300mm and 400mm above thereference plane. When viewed from the side of the car no longitudinal vertical cross sectionmay have more than one section in this area. Furthermore, no part of this section in contactwith the external air stream may have a local concave radius of curvature smaller than100mm.

Once this section is defined, gurney type trim tabs may be fitted to the trailing edge. Whenmeasured in any longitudinal cross section no dimension of any such trim tab may exceed20mm.

3.10.2 Other than the bodywork defined in Article 3.10.9, any bodywork behind a point lying 50mmforward of the rear wheel centre line which is more than 730mm above the reference plane,and less than 355mm from the car centre line, must lie in an area when viewed from the sideof the car that is situated between the rear wheel centre line and a point 350mm behind it.

With the exception of minimal parts solely associated with adjustment of the section in

accordance with Article 3.18 :

- When viewed from the side of the car, no longitudinal vertical cross section may havemore than two sections in this area, each of which must be closed.

- No part of these longitudinal cross sections in contact with the external air stream mayhave a local concave radius of curvature smaller than 100mm.

Once the rearmost and uppermost section is defined, gurney type trim tabs may be fitted tothe trailing edge. When measured in any longitudinal vertical cross section no dimension of


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- Be arranged so that any curvature occurs only in a horizontal plane (other than when

this bodywork is adjusted in accordance with Article 3.18).- Be between 2mm and 5mm thick.

- Be rigidly fixed to their respective sections.

- Be constructed from a material with modulus greater than 50GPa.

These supports will be ignored when assessing whether the car is in compliance with Articles3.6, 3.9.2, 3.10.1, 3.10.2, 3.10.4 and 3.10.6.

3.10.4 No part of the car between 75mm and 355mm from the car centre line may be more than350mm behind the rear wheel centre line.

3.10.5 Any parts of the car less than 75mm from the car centre line and more than 500mm behindthe rear wheel centre line must be situated between 200mm and 400mm above the referenceplane.

3.10.6 No part of the car less than 75mm from the car centre line and more than 350mm behind therear wheel centre line may be more than 400mm above the reference plane.

3.10.7 No part of the car more than 375mm from the car centre line may be more than 350mm

behind the rear wheel centre line.

3.10.8 In side view, the projected area of any bodywork lying between 300mm and 950mm abovethe reference plane and between the rear wheel centre line and a point 600mm behind it andmore than 355mm from the car centre line must be greater than 330000mm.

3.10.9 Any horizontal section between 600mm and 730mm above the reference plane, takenthrough bodywork located rearward of a point lying 50mm forward of the rear wheel centreline and less than 75mm from the car centre line, may contain no more than two closedsymmetrical sections with a maximum total area of 5000mm

2. The thickness of each section


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- A transverse line 625mm forward of the rear face of the cockpit entry template.

For reference this area is shown in drawing 17A in the Appendix to these regulations.

3.11.2 With the exception of the air ducts described in Article 11.4, in side view, there must be nobodywork in the area formed by two vertical lines, one 325mm behind the front wheel centreline, one 450mm ahead of the front wheel centre line, one diagonal line intersecting thevertical lines at 100mm and 200mm above the reference plane respectively, and onehorizontal line on the reference plane.

3.12 Bodywork facing the ground :

3.12.1 With the skid block referred to in Article 3.13 removed all sprung parts of the car situatedfrom 330mm behind the front wheel centre line to the rear wheel centre line, and which arevisible from underneath, must form surfaces which lie on one of two parallel planes, thereference plane or the step plane. This does not apply to any parts of rear view mirrors whichare visible, provided each of these areas does not exceed 12000mm when projected to ahorizontal plane above the car, or to any parts of the panels referred to in Article 15.4.7 and15.4.8.

The step plane must be 50mm above the reference plane.

3.12.2 Additionally, the surface formed by all parts lying on the reference plane must :

- Cover the area which is bounded by two transversal lines, one 330mm behind the frontwheel centre line and the other on the rear wheel centre line, and two longitudinal lines150mm either side of the car centre line.

- Have a maximum width of 500mm.

- Be symmetrical about the car centre line.

- Have a 50mm radius (+/-2mm) on each front corner when viewed from directly beneath


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3.12.6 To help overcome any possible manufacturing problems, and not to permit any design which

may contravene any part of these regulations, a horizontal tolerance of3mm is permittedwhen assessing whether a surface is visible from beneath the car. In addition to this, anabsolute vertical tolerance of +/- 3mm is permissible across the surfaces lying on thereference and step planes between a point lying 330mm behind the front wheel centre lineand the rear wheel centre line.

3.12.7 No bodywork which is visible from beneath the car and which lies between the rear wheelcentre line and a point 350mm rearward of it may be more than 125mm above the referenceplane. With the exception of the aperture described below, any intersection of the surfaces inthis area with a lateral or longitudinal vertical plane should form one continuous line which isvisible from beneath the car.

An aperture for the purpose of allowing access for the device referred to in Article 5.16 ispermitted in this surface. However, no such aperture may have an area greater than 3500mm

2

when projected onto the surface itself and no point on the aperture may be more than100mm from any other point on the aperture.

Additionally, any bodywork in this area must produce uniform, solid, hard, continuous, rigid(no degree of freedom in relation to the body/chassis unit), impervious surfaces under all

circumstances).3.12.8 All sprung parts of the car situated behind the rear wheel centre line, which are visible from

underneath and are more than 250mm from the car centre line, must be at least 50mm abovethe reference plane.

3.12.9 In an area lying 450mm or less from the car centre line, and from 450mm forward of the rearface of the cockpit entry template to 350mm rearward of the rear wheel centre line, anyintersection of any bodywork visible from beneath the car with a lateral or longitudinalvertical plane should form one continuous line which is visible from beneath the car. When


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g) Have seven precisely placed holes the positions of which are detailed in drawing 1. In

order to establish the conformity of the skid block after use, its thickness will only bemeasured in the four 50mm diameter holes and the two forward 80mm diameter holes.

Four further 10mm diameter holes are permitted provided their sole purpose is to allowaccess to the bolts which secure the Accident Data Recorder to the survival cell.

h) Be fixed symmetrically about the car centre line in such a way that no air may passbetween it and the surface formed by the parts lying on the reference plane.

3.13.2 Fasteners used to attach the skid block to the car must :

a) Have a total area no greater than 40000mm when viewed from directly beneath thecar.

b) Be no greater than 2000mm in area individually when viewed from directly beneaththe car.

c) Be fitted in order that their entire lower surfaces are visible from directly beneath thecar.

When the skid block is new, ten of the fasteners may be flush with its lower surface but the

remainder may be no more than 8mm below the reference plane.3.13.3 The lower edge of the periphery of the skid block may be chamfered at an angle of 30 to a

depth of 8mm, the trailing edge however may be chamfered over a distance of 200mm to adepth of 8mm.

3.14 Overhangs :

3.14.1 No part of the car may be more than 600mm behind the rear wheel centre line or more than1200mm in front of the front wheel centre line.


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3.16 Upper bodywork :

3.16.1 With the exception of the opening described in Article 3.16.3, when viewed from the side, thecar must have bodywork in the area bounded by four lines. One vertical 1330mm forward ofthe rear wheel centre line, one horizontal 550mm above the reference plane, one horizontal925mm above the reference plane and one diagonal which intersects the 925mm horizontal ata point 1000mm forward of the rear wheel centre line and the 550mm horizontal at a pointlying 50mm forward of the rear wheel centre line.

Bodywork within this area must be arranged symmetrically about the car centre line and,when measured 200mm vertically below the diagonal boundary line, must have minimum

widths of 150mm and 50mm respectively at points lying 1000mm and 50mm forward of therear wheel centre line. This bodywork must lie on or outside the boundary defined by a lineartaper between these minimum widths.

3.16.2 Bodywork lying vertically above the upper boundary as defined in 3.16.1 may be no widerthan 125mm and must be arranged symmetrically about the car centre line.

3.16.3 In order that a car may be lifted quickly in the event of it stopping on the circuit, the principalrollover structure must incorporate a clearly visible unobstructed opening designed to permita strap, whose section measures 60mm x 30mm, to pass through it.

3.17 Bodywork flexibility :

3.17.1 Bodywork may deflect no more than 20mm vertically when a 1000N load is applied verticallyto it 800mm forward of the front wheel centre line and 795mm from the car centre line. Theload will be applied in a downward direction using a 50mm diameter ram to the centre of areaof an adapter measuring 300mm x 150mm, the 300mm length having been positioned parallelto the car centre line. Teams must supply the adapter when such a test is deemed necessary.

The deflection will be measured along the loading axis at the bottom of the bodywork at this


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Furthermore, the bodywork being tested in this area may not include any component which iscapable of allowing more than the permitted amount of deflection under the test load(including any linear deflection above the test load), such components could include, but arenot limited to :

a) Joints, bearings pivots or any other form of articulation.

b) Dampers, hydraulics or any form of time dependent component or structure.

c) Buckling members or any component or design which may have any non-linearcharacteristics.

d) Any parts which may systematically or routinely exhibit permanent deformation.3.17.6 The uppermost aerofoil element lying behind the rear wheel centre line may deflect no more

than 5mm horizontally when a 500N load is applied horizontally. The load will be applied950mm above the reference plane at three separate points which lie on the car centre lineand 190mm either side of it. The loads will be applied in a rearward direction using a suitable25mm wide adapter which must be supplied by the relevant team.

3.17.7 The forward-most aerofoil element lying behind the rear wheel centre line and which liesmore than 730mm above the reference plane may deflect no more than 2mm vertically when

a 200N load is applied vertically. The load will be applied in line with the trailing edge of theelement at any point across its width. The loads will be applied using a suitable adapter,supplied by the relevant team, which :

- May be no more than 50mm wide.

- Which extends no more than 10mm forward of the trailing edge.

- Incorporates an 8mm female thread in the underside.

3.17.8 In order to ensure that the requirements of Article 3.15 are respected, the FIA reserves the


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- Any alteration of the incidence of the uppermost closed section may only becommanded by direct driver input and controlled using the control electronics specifiedin Article 8.2.

3.18.2 Subject to any special conditions relevant to a specific Event, details of which the FIA willprovide to each competitor at least one week before the start of an Event, t he adjustablebodywork may be activated by the driver at any time prior to the start of the race. Inconditions of poor visibility however the race director may, at his absolute discretion, disableall such systems until conditions improve.

If the adjustable bodywork is disabled in this way at the start of any of the three periods of the

qualifying practice session (Q1, Q2 or Q3) it will remain disabled for the remainder of therelevant period.

3.18.3 For the sole purpose of improving overtaking opportunities during the race the adjustablebodywork may be activated by the driver after he has completed two laps after the race startor following a safety car period.

The driver may only activate the adjustable bodywork in the race when he has been notifiedvia the control electronics (see Article 8.2) that it is enabled. It will only be enabled if thedriver is less than one second behind another at any of the pre-determined positions around

each circuit. The system will be disabled by the control electronics the first time the driveruses the brakes after he has activated the system. In conditions of poor visibility however therace director may, at his absolute discretion, disable all such systems until conditions improve.

The FIA may, after consulting all competitors, adjust the above time proximity in order toensure the stated purpose of the adjustable bodywork is met.


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ARTICLE 4 : WEIGHT

4.1 Minimum weight :

The weight of the car must not be less than 640kg at all times during the Event.

If, when required for checking, a car is not already fitted with dry-weather tyres, it will beweighed on a set of dry-weather tyres selected by the FIA technical delegate.

4.2 Weight distribution :

For 2012 and 2013 only, the weight applied on the front and rear wheels must not be less than291kg and 342kg respectively at all times during the qualifying practice session.

If, when required for checking, a car is not already fitted with dry-weather tyres, it will beweighed on a set of dry-weather tyres selected by the FIA technical delegate.

4.3 Weight of tyres :

The weight limits specified in Articles 4.1 and 4.2 will be adjusted according to any differences(rounded up to the nearest 1kg) between the total set and individual axle set weightsrespectively of the 2010 and 2011 dry-weather tyres.

4.4 Ballast :Ballast can be used provided it is secured in such a way that tools are required for its removal.It must be possible to fix seals if deemed necessary by the FIA technical delegate.

4.5 Adding during the race :

With the exception of compressed gases, no substance may be added to the car during therace. If it becomes necessary to replace any part of the car during the race, the new part mustnot weigh any more than the original part.


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ARTICLE 5 : ENGINES AND KINETIC ENERGY RECOVERY SYSTEMS

5.1 Engine specification :

5.1.1 Only 4-stroke engines with reciprocating pistons are permitted.

5.1.2 Engine capacity must not exceed 2400cc.

5.1.3 Crankshaft rotational speed must not exceed 18,000rpm.

5.1.4 Supercharging is forbidden.

5.1.5 All engines must have 8 cylinders arranged in a 90 V configuration and the normal section

of each cylinder must be circular.5.1.6 Engines must have two inlet and two exhaust valves per cylinder.

Only reciprocating poppet valves are permitted.

The sealing interface between the moving valve component and the stationary enginecomponent must be circular.

5.2 Other means of propulsion :

5.2.1 The use of any device, other than the 2.4 litre, four stroke engine described in 5.1 above andone KERS, to power the car, is not permitted.

5.2.2 With the exception of one fully charged KERS, the total amount of recoverable energy storedon the car must not exceed 300kJ. Any which may be recovered at a rate greater than 2kWmust not exceed 20kJ.

5.2.3 The maximum power, in or out, of any KERS must not exceed 60kW.

Energy released from the KERS may not exceed 400kJ in any one lap.


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5.4.5 When establishing conformity with Article 5.4, the engine will not include :

- Clutch and clutch actuation system.- Flywheel.

- Electronic control units or any associated devices containing programmablesemiconductors.

- The alternator regulator.

- Liquids.

- Exhaust manifolds.- Heat shields.

- Oil tanks, catch tanks or any breather system connected to them.

- Studs used to mount the engine to the chassis or gearbox.

- Water system accumulators.

- Heat exchangers.

- Hydraulic system (e.g. pumps, accumulators, manifolds, servo-valves, solenoids,actuators) except servo-valve and actuator for engine throttle control.

- Fuel pumps nor any component not mounted on the engine when fitted to the car.

- Any ancillary equipment associated with the engine valve air system, such as hoses,regulators, reservoirs or compressors.

Furthermore, any parts which are not ordinarily part of an engine will not be included whenassessing its weight. Examples of this could be, but are not limited to :


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5.5.5 At any given engine speed the driver torque demand map must be monotonically increasingfor an increase in accelerator pedal position.

5.5.6 At any given accelerator pedal position and above 5,000rpm, the driver torque demand mapmust not have a gradient of less than (minus) 0.030Nm / rpm.

5.6 Engine control :

5.6.1 The maximum delay allowed, computed from the respective signals as recorded by the ADR orECU, between the accelerator pedal position input signal and the corresponding outputdemand being achieved is 50ms.

5.6.2 Teams may be required to demonstrate the accuracy of the engine configurations used by theECU.

5.6.3 The maximum throttle target map in the ECU may only be used to avoid throttle targetoscillations when the change of torque is small for a change of throttle position. It must not beused to artificially reduce the maximum engine torque.

The selection of the maximum throttle target map will be fixed during qualifying and race.

5.6.4 Engine control must not be influenced by clutch position, movement or operation.

5.6.5 The idle speed control target may not exceed 5,000rpm.

5.6.6 Except when anti-stall or idle speed control are active, ignition base offsets may only beapplied above 80% throttle and 15,000rpm and for the sole purpose of reducing cylinderpressure for reliability.

5.6.7 A number of engine protections are available in the ECU.

A minimum of nine seconds hold time should be configured for the engine protectionsenabled during qualifying and race. The configuration of the air tray fire detection and throttle


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5.8.3 The last 100mm of any tailpipe must in its entirety :

a) Form a thin-walled unobstructed right circular cylinder whose internal diameter is nogreater than 75mm with its axis at +/-10 to the car centre line when viewed fromabove the car and between +10 and +30 (tail-up) to the reference plane when viewedfrom the side of the car. The entire circumference of the exit should lie on a single planenormal to the tailpipe axis and be located at the rearmost extremity of the last 100mmof the tailpipe.

b) Be located between 250mm and 600mm above the reference plane.

c) Be located between 200mm and 500mm from the car centre line.

d) Be positioned in order that the entire circumference of the exit of the tailpipe liesbetween two vertical planes normal to the car centre line and which lie 500mm and1200mm forward of the rear wheel centre line.

5.8.4 Once the exhaust tailpipes, the bodywork required by Article 3.8.4 and any aperturespermitted by Article 3.8.5 have been fully defined there must be no bodywork lying within aright circular truncated cone which :

a) Shares a common axis with that of the last 100mm of the tailpipe.

b) Has a forward diameter equal to that of each exhaust exit.

c) Starts at the exit of the tailpipe and extends rearwards as far as the rear wheel centreline.

d) Has a half-cone angle of 3 such that the cone has its larger diameter at the rear wheelcentre line.

Furthermore, there must be a view from above, the side, or any intermediate angleperpendicular to the car centre line, from which the truncated cone is not obscured by any


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With the exception of any KERS or capacitor circuitry or coils being used solely to provideignition, any device with a current requirement greater than 50mA or a power requirementgreater than 1W may only be supplied at or below the primary regulated voltage.

Only capacitor discharge ignition systems (those which generate a spark by means of closing aswitch which then discharges a capacitor through the primary side of the ignition coil), arepermitted to provide a voltage higher than the primary regulated voltage to an ignition coil.

Other than any parts being used to supply a higher voltage to devices such as those describedin the previous paragraphs, no device may step up or increase the primary regulated voltage.

5.12 Engine actuators :

With the following exceptions hydraulic, pneumatic or electronic actuation is forbidden :

a) Electronic solenoids uniquely for the control of engine fluids.

b) Components providing controlled pressure air for a pneumatic valve system.

c) A single actuator to operate the throttle system of the engine.

d) Any components required as part of a KERS.

5.13 Engine auxiliaries :

With the exception of electrical fuel pumps engine auxiliaries must be mechanically drivendirectly from the engine with a fixed speed ratio to the crankshaft.

5.14 Engine intake air :

5.14.1 Other than injection of fuel for the normal purpose of combustion in the engine, any device,system, procedure, construction or design the purpose or effect of which is any decrease inthe temperature of the engine intake air is forbidden.


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5.16 Materials and constructionGeneral :

5.16.1 Unless explicitly permitted for a specific engine component, the following materials may notbe used anywhere on the engine :

a) Magnesium based alloys.

b) Metal Matrix Composites (MMCs).

c) Intermetallic materials.

d) Alloys containing more than 5% by weight of Beryllium, Iridium or Rhenium.

5.16.2 Coatings are free provided the total coating thickness does not exceed 25% of the sectionthickness of the underlying base material in all axes. In all cases the relevant coating must notexceed 0.8mm.

5.17 Materials and constructionComponents :

5.17.1 Pistons must be manufactured from an aluminium alloy which is either Al-Si ; Al-Cu ; Al-Mg orAl-Zn based.

5.17.2 Piston pins must be manufactured from an iron based alloy and must be machined from asingle piece of material.

5.17.3 Connecting rods must be manufactured from iron or titanium based alloys and must bemachined from a single piece of material with no welded or joined assemblies (other than abolted big end cap or an interfered small end bush).

5.17.4 Crankshafts must be manufactured from an iron based alloy.

No welding is permitted between the front and rear main bearing journals.

No material with a density exceeding 19,000kg/m3may be assembled to the crankshaft.


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b) Any metallic structure whose primary or secondary function is to retain lubricant orcoolant within the engine must be manufactured from an iron based alloy or analuminium alloy of the Al-Si, Al-Cu, Al-Zn or Al-Mg alloying systems.

c) All threaded fasteners must be manufactured from an alloy based on Cobalt, Iron orNickel.

Composite materials are not permitted.

d) Valve seat inserts, valve guides and any other bearing component may be manufacturedfrom metallic infiltrated pre-forms with other phases which are not used forreinforcement.

5.18 Starting the engine :

A supplementary device temporarily connected to the car may be used to start the engineboth on the grid and in the pits.

5.19 Stall prevention systems :

If a car is equipped with a stall prevention system, and in order to avoid the possibility of a carinvolved in an accident being left with the engine running, all such systems must be configuredto stop the engine no more than ten seconds after activation.

The sole purpose of such systems is to prevent the engine stalling when a driver loses controlof the car. If the car is in second gear or above when the system is activated multiple gearchanges may be made to either first gear or neutral, under all other circumstances the clutchalone may be activated.

Each time such a system is activated the clutch must be fully disengaged and must remain sountil the driver de-activates the system by manually operating the clutch with a requestgreater than 95% of the total available travel of the drivers clutch actuation device.


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- Spark plugs.

List B- Throttle system (including but not limited to throttle device, linkage, actuator,

hydraulics).

- Intake system external to cylinder head (including but not limited to trumpets, trumpettray, air box, air filter).

- Ignition coils.

- Injection system.

- Alternators.- Oil scavenging pumps.

- Oil supply pumps.

- Oil air separators.

- Water pumps.

- Electric and electronic sensors.


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ARTICLE 6 : FUEL SYSTEM

6.1 Fuel tanks :6.1.1 The fuel tank must be a single rubber bladder conforming to or exceeding the specifications of

FIA/FT5-1999, the fitting of foam within the tank however is not mandatory. A list of approvedmaterials may be found in the Appendix to these regulations.

6.1.2 All the fuel stored on board the car must be situated between the front face of the engine andthe driver's back when viewed in lateral projection. When establishing the front face of theengine, no parts of the fuel, oil, water or electrical systems will be considered.

Furthermore, no fuel can be stored more than 300mm forward of the highest point at whichthe driver's back makes contact with his seat. However, a maximum of 2 litres of fuel may bekept outside the survival cell, but only that which is necessary for the normal running of theengine.

6.1.3 Fuel must not be stored more than 400mm from the longitudinal axis of the car.

6.1.4 All rubber bladders must be made by manufacturers recognised by the FIA. In order to obtainthe agreement of the FIA, the manufacturer must prove the compliance of his product withthe specifications approved by the FIA. These manufacturers must undertake to deliver to

their customers exclusively tanks complying to the approved standards.A list of approved manufacturers may be found in the Appendix to these regulations.

6.1.5 All rubber bladders shall be printed with the name of the manufacturer, the specifications towhich the tank has been manufactured and the date of manufacture.

6.1.6 No rubber bladders shall be used more than 5 years after the date of manufacture.

6.2 Fittings and piping :


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6.5 Refuelling :

6.5.1 A cover must be fitted over any refuelling connector at all times when the car is running onthe track. The cover and its attachments must be sufficiently strong to avoid accidentalopening in the event of an accident.

6.5.2 No fuel intended for immediate use in a car may be more than ten degrees centigrade belowambient temperature. When assessing compliance, the ambient temperature will be thatrecorded by the FIA appointed weather service provider one hour before any practice sessionor two hours before the race. This information will also be displayed on the timing monitors.

The temperature of fuel intended for use in a car must be measured via an FIA approved and

sealed sensor.

6.5.3 The use of any device on board the car to decrease the temperature of the fuel is forbidden.

6.6 Fuel draining and sampling :

6.6.1 Competitors must provide a means of removing all fuel from the car.

6.6.2 Competitors must ensure that a one litre sample of fuel may be taken from the car at any timeduring the Event.

Except in cases of force majeure (accepted as such by the stewards of the meeting), if asample of fuel is required after a practice session the car concerned must have first beendriven back to the pits under its own power.

6.6.3 All cars must be fitted with a2 'Symetrics' male fitting in order to facilitate fuel sampling. Ifan electric pump on board the car cannot be used to remove the fuel an externally connectedone may be used provided it is evident that a representative fuel sample is being taken. If anexternal pump is used it must be possible to connect the FIA sampling hose to it and any hosebetween the car and pump must be -3 in diameter and not exceed 2m in length. Details of the


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ARTICLE 7 : OIL AND COOLANT SYSTEMS

7.1 Location of oil tanks :All oil storage tanks must be situated between the front wheel axis and the rearmost gearboxcasing longitudinally, and must be no further than the lateral extremities of the survival cellare from the longitudinal axis of the car.

7.2 Longitudinal location of oil system :No other part of the car containing oil may be situated behind the complete rear wheels.

7.3 Catch tank :

In order to avoid the possibility of oil being deposited on the track, the engine sump breathermust vent into the main engine air intake system.

7.4 Transversal location of oil system :

No part of the car containing oil may be more than 700mm from the car centre line.

7.5 Coolant header tank :

The coolant header tank on the car must be fitted with an FIA approved pressure relief valve

which is set to a maximum of 3.75 bar gauge pressure, details of the relief valve may be foundin the Appendix to these regulations. If the car is not fitted with a header tank, an alternativeposition must be approved by the FIA.

7.6 Cooling systems :

The cooling systems of the engine must not intentionally make use of the latent heat ofvaporisation of any fluid.

7.7 Oil and coolant lines :


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ARTICLE 8 : ELECTRICAL SYSTEMS

8.1 Software and electronics inspection :8.1.1 Prior to the start of each season the complete electrical system on the car must be examined

and all on board and communications software must be inspected by the FIA TechnicalDepartment.

The FIA must be notified of any changes prior to the Event at which such changes are intendedto be implemented.

8.1.2 All re-programmable microprocessors must have a mechanism that allows the FIA toaccurately identify the software version loaded.

Acceptable solutions to verify the programmed software may be found in the Appendix tothese regulations.

8.1.3 All electronic units containing a programmable device, and which are intended for use at anEvent, must be presented to the FIA before each Event in order that they can be identified.

8.1.4 All on-car software versions must be registered with the FIA before use.

8.1.5 The FIA must be able to test the operation of any compulsory electronic safety systems at any

time during an Event.8.2 Control electronics :

8.2.1 All components of the engine, gearbox, clutch, differential and KERS in addition to allassociated actuators must be controlled by an Electronic Control Unit (ECU) which has beenmanufactured by an FIA designated supplier to a specification determined by the FIA.

The ECU may only be used with FIA approved software and may only be connected to thecontrol system wiring loom, sensors and actuators in a manner specified by the FIA.


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8.2.5 Pneumatic valve pressure may only be controlled via a passive mechanical regulator or fromthe ECU and its operation will be monitored by the ECU.

8.2.6 The ECU will be designed to run from a car system supply voltage of 12V nominal provided bya homologated voltage regulator.

8.3 Start systems :

Any system, the purpose and/or effect of which is to detect when a race start signal is given, isnot permitted.

The ECU will implement a lockout period after each race start or pit stop during which anumber of engine and clutch related functions will be frozen or disabled. Details of thestrategy may be found in the Appendix to these regulations.

8.4 Data acquisition :

8.4.1 To assist scrutineering, the FIA requires unlimited access to the following ECU informationbefore, during and after any track session :

- Application parameter configurations.

- Logged data and events.

- Real-time telemetry data and events.

Throughout the Event, the logging memory and events buffer may only be cleared by an FIAengineer.

The FIA must have the ability to connect to the ECU via a jump battery using an FIA laptop. Theteams should make a jump battery available at all times during the Event.

The teams should transfer the real-time telemetry data and events on the FIA network asrequested by, and in the format defined by, the FIA.


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8.6 Driver controls and displays :

Any electronic modules used for driver information displays and switch inputs must besupplied by an FIA designated supplier to a specification determined by the FIA and be suitablyhoused by each team.

Any single switch, button, paddle sensor or pedal sensor used by the driver must be connectedto a single analogue or digital input of the ECU. Exceptions will be considered to handle thespare clutch paddle and multiplexed shift signals. Any interface between such driver operateddevices and the ECU must be approved by the FIA.

The logged raw signals from the ECU inputs must provide a true representation of the drivers

actions.

8.7 Driver radio :

Other than authorised connections to the FIA ECU, any voice radio communication systembetween car and pits must be stand-alone and must not transmit or receive other data. Allsuch communications must be open and accessible to both the FIA and broadcasters.

8.8 Accident data recorders (ADR) :

8.8.1 The recorder must be fitted and operated :

- In accordance with the instructions of the FIA.

- Symmetrically about the car centre line and with its top facing upwards.

- With each of its 12 edges parallel to an axis of the car.

- Less than 50mm above the reference plane.

- In a position within the cockpit which is readily accessible at all times from within thecockpit without the need to remove skid block or floor.


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Details of the light control system, which must be fitted to every car, may be found in theAppendix to these regulations.

8.10 Medical warning system :

In order to give rescue crews an immediate indication of accident severity each car mustbe fitted with a warning light which is connected to the FIA data logger.

The light must face upwards and be recessed into the top of the survival cell no more than150mm from the car centre line and the front of the cockpit opening and as near to the clutchdisengagement system, as described in Article 9.4, as is practical.

Details of the light and its control system may be found in the Appendix to these regulations.

8.11 Installation of electrical systems or components :

8.11.1 Exceptionally, each car may be equipped with a maximum of five test sensor installations,which do not comply with the Technical Regulations, during P1 and P2, provided :

- They could not materially affect the outcome any of the impact tests described inarticles 16.2, 16.3, 16.4 and 16.5.

- They comply with Articles 3.3, 3.4.1, 3.6, 3.14.1 and 3.14.2.

- They do not reduce or affect driver visibility.

- They do not obstruct on-board camera views.

Any such test sensor installations do not need to be homologated.

The FIA technical delegate must be notified of any intended test sensor installations prior tothe Event at which they are first used.

8.11.2 Competitors must be notified of any changes to the installation instructions for any FIAspecified systems or components before 30 June of the previous season


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ARTICLE 9 : TRANSMISSION SYSTEM

9.1 Transmission types :No transmission system may permit more than two wheels to be driven.

9.2 Clutch control :

The following applies only to the main drivetrain clutch or clutches, any clutch used exclusivelyas part of a KERS is exempt.

9.2.1 If multiple clutch operating devices are used, they must all have the same mechanical travelcharacteristics and be mapped identically.

9.2.2 Designs which allow specific points along the travel range of the clutch operating device to beidentified by the driver or assist him to hold a position are not permitted.

9.2.3 The minimum and maximum travel positions of the clutch operating device must correspondto the clutch fully engaged normal rest position and fully disengaged (incapable oftransmitting any useable torque) positions respectively.

9.2.4 Designs or systems which in addition to typical inherent hydraulic and mechanical propertiesare designed to, or have the effect of, adjusting or otherwise influencing the amount, or rate,

of engagement being demanded by the FIA ECU, are not permitted.9.2.5 The amount by which the clutch is engaged must be controlled solely and directly by the

driver with the exception of :

- Stall prevention.

- Gearshifts.

- Bite point finder where brake pressure, wheel speed and driver clutch demandsafeguards are used.


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9.4 Clutch disengagement :

All cars must be fitted with a means of disengaging the clutch for a minimum of fifteenminutes in the event of the car coming to rest with the engine stopped. This system must be inworking order throughout the Event even if the main hydraulic, pneumatic or electricalsystems on the car have failed. This system must also disconnect any KERS system fitted to thecar.

In order that the driver or a marshal may activate the system in less than five seconds, theswitch or button which operates it must :

- face upwards and be recessed into the top of the survival cell no more than 150mm

from the car centre line ;- be designed in order that a marshal is unable to accidentally re-engage the clutch ;

- be less than 150mm from the front of the cockpit opening ;

- Be marked with a letter "N" in red at least 40mm tall, with a line thickness of at least4mm, inside a white circle of at least 50mm diameter with a red edge with a linethickness of at least 2mm.

9.5 Gearboxes :

9.5.1 A gearbox is defined as all the parts in the drive line which transfer torque from the enginecrankshaft to the drive shafts (the drive shafts being defined as those components whichtransfer drive torque from the sprung mass to the un-sprung mass). It includes all componentswhose primary purpose is for the transmission of power or mechanical selection of gears,bearings associated with these components and the casing in which they are housed.

9.5.2 In this context the following parts are not considered part of the gearbox and may be changedwithout incurring a penalty under the F1 Sporting Regulations. If changing any of these partsinvolves breaking an FIA applied seal this may be done but must be carried out under FIA


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9.6.2 The maximum number of numerical change gear ratio pairs a competitor has available to himduring a Championship season is 30. All such gear ratio pairs must be declared to the FIA

technical delegate at or before the first Event of the Championship.

9.6.3 No forward gear ratio pair may be :

- Less than 12mm wide when measured across the gear tooth at the root diameter or anypoint 1mm above or below the root diameter. Above this area each side of the gearteeth may be chamfered by a maximum of 10. In addition, a chamfer or radius notexceeding 2.0mm may be applied to the sides and the tip of the teeth.

- Less than 85mm between centres.

- Less than 600g in weight (excluding any integral shaft or collar). If an integral shaft orcollar is to be excluded the mass of this may be shown by calculation assuming the gearto be 12mm wide and the shaft geometry to be the same as that where slide on gearsare used.

9.6.4 Gear ratios must be made from steel.

9.6.5 Continuously variable transmission systems are not permitted to transmit the power of theengine defined in Article 5.1.

9.7 Reverse gear :

All cars must have a reverse gear operable any time during the Event by the driver when theengine is running.

9.8 Gear changing :

9.8.1 Automatic gear changes are considered a driver aid and are therefore not permitted.

For the purposes of gear changing, the clutch and throttle need not be under the control ofthe driver


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9.8.4 The maximum permitted duration for down changes and up changes is 300ms and 200msrespectively. The maximum permitted delay for the latter is 80ms from the time of the driver

request to the original gear being disengaged.

The duration of a gear change is defined as the time from the request being made to the pointat which all gear change processes are terminated. If for any reason the gear change cannotbe completed in that time the car must be left in neutral or the original gear.

9.8.5 Distance channel or track position is not considered an acceptable input to gearbox control.

9.9 Torque transfer systems :

9.9.1 Any system or device the design of which is capable of transferring or diverting torque from aslower to a faster rotating wheel is not permitted.

9.9.2 Any device which is capable of transferring torque between the principal axes of rotation ofthe two front wheels is prohibited.

9.10 Kinetic Energy Recovery System :

9.10.1 The KERS must connect at any point in the rear wheel drivetrain before the differential.

9.10.2 The system will be considered shut down when all energy is contained within the KERS

modules and no high voltage is present on any external or accessible part of any KERS module.The shutdown process must take no longer than two seconds from activation.

9.10.3 It must be possible to shut down the KERS via the following means :

- The switch required by Article 14.2.1.

- The switches required by Article 14.2.2.

- The switch or button required by Article 9.4.


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ARTICLE 10 : SUSPENSION AND STEERING SYSTEMS

10.1 Sprung suspension :10.1.1 Cars must be fitted with sprung suspension.

10.1.2 The suspension system must be so arranged that its response results only from changes inload applied to the wheels.

10.2 Suspension geometry :

10.2.1 With the steering wheel fixed, the position of each wheel centre and the orientation of itsrotation axis must be completely and uniquely defined by a function of its principally

vertical suspension travel, save only for the effects of reasonable compliance which doesnot intentionally provide further degrees of freedom.

10.2.2 Any powered device which is capable of altering the configuration or affecting theperformance of any part of the suspension system is forbidden.

10.2.3 No adjustment may be made to the suspension system while the car is in motion.

10.3 Suspension members :

10.3.1 With the exception of minimal local changes of section for the passage of hydraulic brake

lines, electrical wiring and wheel tethers or the attachment of flexures, rod ends and sphericalbearings, the cross-sections of each member of every suspension component, when takennormal to a straight line between the inner and outer attachment points, must :

- Intersect the straight line between the inner and outer attachment points.

- Have a major axis no greater than 100mm.

- Have an aspect ratio no greater than 3.5:1.

Be nominally symmetrical about its major axis


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- On the survival cell or gearbox are separated by at least 100mm measured between thecentres of the two attachment points.

- On each wheel/upright assembly are separated by at least 90 radially with respect tothe axis of the wheel and 100mm measured between the centres of the twoattachment points.

- Are able to accommodate tether end fittings with a minimum inside diameter of 15mm.

Furthermore, no suspension member may contain more than one tether.

Each tether must exceed 450mm in length and must utilise end fittings which result in a tetherbend radius greater than 7.5mm.

10.4 Steering :

10.4.1 Any steering system which permits the re-alignment of more than two wheels is notpermitted.

10.4.2 Power assisted steering systems may not be electronically controlled or electrically powered.No such system may carry out any function other than reduce the physical effort required tosteer the car.

10.4.3 No part of the steering wheel or column, nor any part fitted to them, may be closer to thedriver than a plane formed by the entire rear edge of the steering wheel rim. All parts fixed tothe steering wheel must be fitted in such a way as to minimise the risk of injury in the event ofa drivers head making contact with any part of the wheel assembly.

10.4.4 The steering wheel, steering column and steering rack assembly must pass an impact test,details of the test procedure may be found in Article 16.6.

10.5 Suspension Uprights :

10 5 1 The suspension uprights must be made from a permitted aluminium alloy Particulate


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ARTICLE 11 : BRAKE SYSTEM

11.1 Brake circuits and pressure distribution :

11.1.1 With the exception of a KERS, all cars must be equipped with only one brake system. Thissystem must comprise solely of two separate hydraulic circuits operated by one pedal, onecircuit operating on the two front wheels and the other on the two rear wheels. This systemmust be designed so that if a failure occurs in one circuit the pedal will still operate the brakesin the other.

11.1.2 The brake system must be designed in order that the force exerted on the brake pads withineach circuit are the same at all times.

11.1.3 Any powered device which is capable of altering the configurationor affecting theperformance of any part of the brake system is forbidden.

11.1.4 Any change to, or modulation of, the brake system whilst the car is moving must be made bythe driver's direct physical input, may not be pre-set and must be under his complete controlat all times.

11.2 Brake calipers :

11.2.1 All brake calipers must be made from aluminium materials with a modulus of elasticity no

greater than 80Gpa.

11.2.2 No more than two attachments may be used to secure each brake caliper to the car.

11.2.3 No more than one caliper, with a maximum of six pistons, is permitted on each wheel.

11.2.4 The section of each caliper piston must be circular.

11.3 Brake discs and pads :

11.3.1 No more than one brake disc is permitted on each wheel.


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All measurements will be made with the wheel held in a vertical position.

11.5 Brake pressure modulation :

11.5.1 No braking system may be designed to prevent wheels from locking when the driver appliespressure to the brake pedal.

11.5.2 No braking system may be designed to increase the pressure in the brake calipers above thatachievable by the driver applying pressure to the pedal under static conditions.

11.6 Liquid cooling :

Liquid cooling of the brakes is forbidden.


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ARTICLE 12 : WHEELS AND TYRES

12.1 Location :

Wheels must be external to the bodywork in plan view, with the rear aerodynamic deviceremoved.

12.2 Number of wheels :

The number of wheels is fixed at four.

12.3 Wheel material :

Wheels must be made from AZ70 or AZ80 magnesium alloys.

12.4 Wheel dimensions :

12.4.1 Complete wheel width must lie between 305mm and 355mm when fitted to the front of thecar and between 365mm and 380mm when fitted to the rear.

12.4.2 Complete wheel diameter must not exceed 660mm when fitted with dry-weather tyres or670mm when fitted with wet weather tyres.

12.4.3 Complete wheel width and diameter will be measured horizontally at axle height, with thewheel held in a vertical position and when fitted with new tyres inflated to 1.4 bar.

12.4.4 Wheel dimensions and geometry must comply with the following specifications :

- The minimum wheel thickness is 3.0mm.

- The minimum bead thickness is 4.0mm (measured from hump to outer edge of the lip).

- The ETRTO standard bead profile is prescribed.

- The tyre mounting widths are 12 (304.8mm +/-0.5mm) front; 13.7 (348.0mm +/-0 5mm) rear


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12.4.6 When viewed perpendicular to the plane formed by the outer face of the wheel and betweenthe diameters of 120mm and 270mm the wheel may have an area of no greater than

24,000mm2

.12.5 Supply of tyres :

12.5.1 All tyres must be used as supplied by the manufacturer, any modification or treatment such ascutting, grooving, the application of solvents or softeners is prohibited. This applies to dry,intermediate and wet-weather tyres.

12.5.2 If, in the opinion of the appointed tyre supplier and FIA technical delegate, the nominated tyrespecification proves to be technically unsuitable, the stewards may authorise the use of

additional tyres to a different specification.12.5.3 If, in the interests of maintaining current levels of circuit safety, the FIA deems it necessary to

reduce tyre grip, it shall introduce such rules as the tyre supplier may advise or, in the absenceof advice which achieves the FIA's objectives, specify the maximum permissible contact areasfor front and rear tyres.

12.6 Specification of tyres :

12.6.1 An intermediate tyre is one which has been designed for use on a wet or damp track.

All intermediate tyres must, when new, have a contact area which does not exceed 280cmwhen fitted to the front of the car and 440cm when fitted to the rear. Contact areas will bemeasured over any square section of the tyre which is normal to and symmetrical about thetyre centre line and which measures 200mm x 200mm when fitted to the front of the car and250mm x 250mm when fitted to the rear. For the purposes of establishing conformity, voidareas which are less than 2.5mm in depth will be deemed to be contact areas.

12.6.2 A wet-weather tyre is one which has been designed for use on a wet track.

All wet weather tyres must when new have a contact area which does not exceed 240cm


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12.8.2 The wheel must be attached to the car with a single fastener. The outer diameter of thefastener must not exceed 105mm and the axial length must not exceed 75mm. The wheel

fastener may not attach or mount any part to the car except the wheel assembly described inArticle 12.8.1.

12.8.3 A complete wheel must contain a single fixed internal gas volume. No valves, bleeds orpermeable membranes are permitted other than to inflate or deflate the tyre whilst the car isstationary.

12.8.4 Devices which are used to fit or remove wheel fasteners may only be powered by compressedair or nitrogen.

Any sensor systems may only act passively.


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ARTICLE 13 : COCKPIT

13.1 Cockpit opening :

13.1.1 In order to ensure that the opening giving access to the cockpit is of adequate size, thetemplate shown in drawing 2 will be inserted into the survival cell and bodywork.

During this test the steering wheel, steering column, seat and all padding required by Articles14.6.1-6 (including fixings), may be removed and :

- The template must be held horizontal and lowered vertically from above the car until itslower edge is 525mm above the reference plane.

- Referring to drawing 2, the edge of the template which lies on the line d-e must be noless than 1800mm behind the line A-A shown in drawing 5.

Any measurements made from the cockpit entry template (when referred to in Articles 13.1.3,14.3.3, 15.2.2, 15.4.5, 15.4.6, 15.5.4, 16.3 and 18.5), must also be made whilst the template isheld in this position.

13.1.2 The forward extremity of the cockpit opening, even if structural and part of the survival cell,must be at least 50mm in front of the steering wheel.

13.1.3 The driver must be able to enter and get out of the cockpit without it being necessary to opena door or remove any part of the car other than the steering wheel. When seated normally,the driver must be facing forwards and the rearmost part of his crash helmet may be no morethan 125mm forward of the rear edge of the cockpit entry template.

13.1.4 From his normal seating position, with all seat belts fastened and whilst wearing his usualdriving equipment, the driver must be able to remove the steering wheel and get out of thecar within 5 seconds and then replace the steering wheel in a total of 10 seconds.

For this test, the position of the steered wheels will be determined by the FIA technical


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13.4.2 When he is seated normally, the soles of the driver's feet, resting on the pedals in theinoperative position, must not be situated forward of the front wheel centre line.


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ARTICLE 14 : SAFETY EQUIPMENT14.1 Fire extinguishers :

14.1.1 All cars must be fitted with a fire extinguishing system which will discharge into the cockpitand into the engine compartment.

14.1.2 Any extinguishant listed in the Appendix to the regulations is permitted.

14.1.3 The quantity of extinguishant may vary according to the type of extinguishant used, a list ofquantities may be found in the Appendix to these regulations.

14.1.4 When operated, the fire extinguishing system must discharge 95% of its contents at a constant

pressure in no less than 10 seconds and no more than 30 seconds.If more than one container with extinguishant is fitted, they must be released simultaneously.

14.1.5 Each pressure vessel must be equipped with a means of checking its pressure which may varyaccording to the type of extinguishant used. A list of pressures may be found in the Appendixto the regulations.

14.1.6 The following information must be visible on each container with extinguishant :

a) Type of extinguishant.

b) Weight or volume of the extinguishant.

c) Date the container must be checked which must be no more than two years after thedate of filling.

14.1.7 All parts of the extinguishing system must be situated within the survival cell and allextinguishing equipment must withstand fire.

14.1.8 Any triggering system having its own source of energy is permitted, provided it is possible tooperate all extinguishers should the main electrical circuits of the car fail


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- Are covered, in all areas where the drivers head is likely to make contact, with two pliesof Aramid fibre/epoxy resin composite pre-preg material in plain weave 60gsm fabric

with a cured resin content of 50% (+/-5%) by weight.- Are positioned so as to be the first point of contact for the driver's helmet in the event

of an impact projecting his head towards them during an accident.

14.6.2 The first area of padding for the drivers head must be positioned behind him and be between75mm and 90mm thick over an area of at least 40000mm. If necessary, and only for drivercomfort, an additional piece of padding no greater than 10mm thick may be attached to thisheadrest provided it is made from a similar material which incorporates a low friction surface.

14.6.3 Whilst he is seated normally the two further areas of padding for the drivers head must bepositioned in an area bounded by two vertical lines and one horizontal line through the front,rear and lower extremities of the drivers helmet (on the car centre line), and the uppersurface of the survival cell.

Each of these must cover an area greater than 33000mm when viewed from the side of thecar and be no less than 95mm thick, this minimum thickness being maintained to the upperedges of the survival cell and over their entire length. The minimum thickness will be assessedperpendicular to the car centre line but a radius no greater than 10mm may be applied alongtheir upper inboard edges.

If necessary, and only for driver comfort, an additional piece of padding no greater than 10mmthick may be attached to these headrests provided they are made from a similar materialwhich incorporates a low friction surface.

14.6.4 Forward of the side areas of padding further cockpit padding must be provided on each side ofthe cockpit rim. The purpose of the additional padding is to afford protection to the driver'shead in the event of an oblique frontal impact and must therefore be made from the samematerial as the other three areas of padding.


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- Be no less than 25mm thick over their entire area.

- Cover the area situated between points lying 50mm behind the centre of the point at

which the second roll structure test is carried out and 100mm behind the face of therearmost pedal when in the inoperative position, as shown in drawing 4.

- Cover the area above the line A-A shown in drawing 3.

14.7 Wheel retention :

All cars, whilst under their own power, must be fitted with devices which will retain the wheelfastener in the event of it coming loose.

14.8 Seat fixing and removal :14.8.1 In order that an injured driver may be removed from the car in his seat following an accident,

all cars must be fitted with a seat which, if it is secured, must be done so with no more thantwo bolts. If bolts are used they must :

- Be clearly indicated and easily accessible to rescue crews.

- Be fitted vertically.

- Be removable with the same tool for all teams and which is issued to all rescue crews.

14.8.2 The seat must be equipped with receptacles which permit the fitting of belts to secure thedriver and one which will permit the fitting of a head stabilisation device.

14.8.3 The seat must be removable without the need to cut or remove any of the seat belts.

14.8.4 Details of the tool referred to above, the belt receptacles and the head stabilisation devicemay be found in the Appendix to these regulations.

14.9 Head and neck supports :


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ARTICLE 15 : CAR CONSTRUCTION

15.1 Permitted materials :

15.1.1 The following is the list of permitted materials. These are the only materials permitted to beused in the construction of the Formula One Car provided only that in all cases the material isavailable on a non-exclusive basis and under normal commercial terms to all competitors.

Permitted materials :

1) Aluminium alloys.

2) Silicon carbide particulate reinforced aluminium alloy matrix composites.

3) Steel alloys.

4) Cobalt alloys.

5) Copper alloys containing 2.5% by weight of Beryllium.

6) Titanium alloys (but not for use in fasteners with


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[Materials marked (*) are permitted only for parts classified as either front, rear or side impactstructures, side intrusion panels or suspension members as regulated by Articles 15.4.3,

15.5.3, 15.4.6, 15.4.7 and 10.3 of the Technical Regulations respectively.]Exceptions :

1) All electrical components (e.g. control boxes, wiring looms, sensors).

2) All seals & rubbers (e.g. rubber boots, o-rings, gaskets, any fluid seals, bump rubbers).

3) Fluids (e.g. water, oils).

4) Tyres.

5) Coatings and platings (e.g. DLC, nitriding, chroming).

6) Paint.

7) Adhesives.

8) Thermal insulation (e.g. felts, gold tape, heat shields).

9) All currently regulated materials (e.g. fuel bladder, headrest, extinguishant, padding,skid block).

10) Brake and clutch friction materials.11) All parts of engines homologated according to Appendix 4 of the Sporting Regulations.

15.1.2 No parts of the car may be made from metallic materials which have a specific modulus ofelasticity greater than 40GPa / (g/cm

3). Tests to establish conformity will be carried out in

accordance with FIA Test Procedure 03/02, a copy of which may be found in the Appendix tothese regulations.

15.2 Roll structures :


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15.3 Structure behind the driver :

The parts of the survival cell immediately behind the driver which separate the cockpit from

the cars fuel tank, and which lie less than 150mm from the car centre line, may be situated nofurther forward than the line a-b-c-d-e shown in drawing 2.

In order to validate the integrity of this structure the survival cell must pass an impact testagainst a solid vertical barrier placed at right angles to the car centre line. Details of the testprocedure may be found in Article 16.3.

15.4 Survival cell specifications :

15.4.1 Every survival cell must incorporate three FIA supplied transponders for identification

purposes. These transponders must be a permanent part of the survival cell, be positioned inaccordance with drawing 6 and must be accessible for verification at any time.

15.4.2 The survival cell must have an opening for the driver, the minimum dimensions of which aregiven in Article 13.1. Any other openings in the survival cell must be of the minimum size toallow access to mechanical components.

15.4.3 An impact absorbing structure must be fitted in front of the survival cell. This structure neednot be an integral part of the survival cell but must be solidly attached to it.

It must have a minimum external cross section, in horizontal projection, of 9000mm at apoint 50mm behind its forward-most point and, furthermore, no part of the cross-sectiontaken at this point may lie more than 500mm above the reference plane.

15.4.4 Referring to drawing 5 :

The external width of the survival cell between the lines B-B and C-C must be no less than450mm and must be at least 60mm per side wider than the cockpit opening when measurednormal to the inside of the cockpit aperture. These minimum dimensions must be maintainedover a height of at least 350mm


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In order to ensure that the drivers head is not unduly exposed and for him to maintain goodlateral visibility he must, when seated normally and looking straight ahead with his head as far

back as possible, have his eye visible when viewed from the side. The centre of gravity of hishead must lie below the top of the survival cell at this position. When viewed from the side ofthe car, the centre of gravity of the drivers head will be deemed to be the intersection of avertical line passing through the centre of his ear and a horizontal line passing through thecentre of his eye.

15.4.6 In order to give additional protection to the driver in the event of a side impact a flat testpanel of uniform construction, which is designed and constructed in order to represent asection of the survival cell sides, must pass a strength test. Details of the test procedure maybe found in Article 18.7.

Referring to drawing 5, with the exception of local re-enforcement and/or inserts, all parts ofthe survival cell which are as wide or wider than the minimum widths stipulated in Article15.4.4, including any radii applied, must be manufactured to the same specification as a singlepanel which satisfies the requirements of Article 18.7. Furthermore, parts to this testedspecification must cover an area which :

- Begins no less than 250mm high at the line A-A tapering at a linear rate to a minimum of450mm high at the line B-B.

- Lies between two horizontal lines 100mm and 550mm above the reference planebetween the line B-B and the rear of the survival cell.

15.4.7 Once the requirements of Articles 15.4.4, 15.4.6, 15.5.1, 15.5.2, 15.5.4, 15.5.5, 16.1, 16.2,16.3, 17.1, 17.2, 17.3, 18.1, 18.2, 18.3, 18.4, 18.5, 18.6, 18.7 and 18.9 have been met, panelsno less than 6.2mm thick must then be permanently attached to the survival cell sides. Thesepanels must :

a) In a longitudinal sense, cover the area lying between the line B-B and a vertical plane


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c) If made in more than one part, have all adjacent parts overlapping by a minimum of25mm. These overlaps may include linear tapers in the thickness of both parts.

d) Overlap the panel defined by Article 15.4.7 along all joining edges by a minimum of25mm. These overlaps may include linear tapers in the thickness of both parts.

e) Be constructed from seven plies of Zylon and two plies of carbon, precise lay-up detailsmust be followed and may be found in the Appendix to these regulations.

f) Be permanently attached to the survival cell with an appropriate adhesive which hasbeen applied over its entire surface including all overlapping joints.

Cut-outs in this panel totalling 15000mm per side will be permitted for fitting around wiring

loom holes and essential fixings.

15.5 Survival cell safety requirements:

15.5.1 The survival cell and frontal absorbing structure must pass an impact test against a solidvertical barrier placed at right angles to the car centre line. Details of the test procedure maybe found in Article 16.2.

15.5.2 Between the front and rear roll structures, on each side of the survival cell, impact absorbingstructures must be fitted and must be solidly attached to it. The purpose of these structures is

to protect the driver in the event of a lateral impact and, in order to ensure this is the case, alateral strength test in the vicinity of the driver's seating position must be carried outsuccessfully. Details of the test procedure may be found in Article 18.2.2.

The survival cell and one of these impact absorbing structures must pass an impact test,details of the test procedure may be found in Article 16.3. If these structures are not designedand fitted symmetrically about the car centre line a successful impact test must be carried outon them both.

15 5 3 An impact absorbing structure must be fitted behind the gearbox symmetrically about the car


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3) On a vertical plane 375mm forward of the rear edge of the cockpit entry template.

4) From beneath the fuel tank.

5) On each side of the cockpit opening.

6) From beneath the cockpit floor.

Details of the test procedures may be found in Article 18.2.

15.5.5 To test the attachments of the frontal, side and rear impact absorbing structures static sideload tests must be carried out. Details of these test procedures may be found in Articles 18.6,18.8 and 18.9.2.


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ARTICLE 16 : IMPACT TESTING

16.1 Conditions applicable to all impact tests :

16.1.1 All tests must be carried out in accordance with FIA Test Procedure 01/00, in the presence ofan FIA technical delegate and by using measuring equipment which has been calibrated to thesatisfaction of the FIA technical delegate. A copy of the test procedure may be found in theAppendix to these regulations.

16.1.2 Any significant modification introduced into any of the structures tested shall require that partto pass a further test.

16.1.3 The reference survival cell must have passed every static load test described in Articles 15.2,

15.5.4 and 15.5.5 before being subjected to any impact test.16.2 Frontal test 1:

All parts which could materially affect the outcome of the test must be fitted to the teststructure which must be solidly fixed to the trolley through its engine mounting points but notin such a way as to increase its impact resistance.

The fuel tank must be fitted and may contain water.

A dummy weighing at least 75kg must be fitted with safety belts described in Article 14.4

fastened. However, with the safety belts unfastened, the dummy must be able to moveforwards freely in the cockpit.

The extinguishers, as described in Article 14.1 must also be fitted.

For the purposes of this test, the total weight of the trolley and test structure shall be 780kg(+1%/-0) and the velocity of impact not less than 15 metres/second.

The resistance of the test structure must be such that during the impact either :


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- Be fitted symmetrically about the car centre line.

- Be fitted in a vertical sense in order to ensure force distribution is similar to that

measured during the first frontal test.

- Have four M10 x 30mm holes in the outer face arranged in a 125mm square patternabout its geometric centre. The test laboratory will then fit a 5mm thick 300mm x275mm steel plate to these holes using a 5mm washer stack.

All parts which could materially affect the outcome of the test must be fitted to the teststructure which must be solidly fixed to the trolley through its engine mounting points but notin such a way as to increase its impact resistance.

The fuel tank must be fitted and must be full of water.A dummy weighing at least 75kg must be fitted with safety belts described in Article 14.4fastened. However, with the safety belts unfastened, the dummy must be able to moveforwards freely in the cockpit.

For the purposes of this test, the total weight of the trolley and test structure shall be 900kg(+1%/-0) and the velocity of impact not less than 15 metres/second.

The impact wall must be fitted with six 60kN crush tubes which develop a combined 360kN as

follows :- 2 x 60kN from T-zero to T-end, directed into the two lower M10 attachment points.

- 2 x 60kN from T-100mm to T-end, directed into the two upper M10 attachment points.

- 2 x 60kN from T-200mm to T-end, directed into the sled.

The resistance of the test structure must be such that following the impact there is no damageto the survival cell or to the mountings of the safety belts.


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- The force applied to any one of the four impactor segments does not exceed 80kN formore than a cumulative 3ms.

- The energy absorbed by each of the four impactor segments must be between 15% and35% of the total energy absorption.

Furthermore,all structural damage must be contained within the impact absorbing structure.

This test must be carried out on the survival cell subjected to the higher loads in the testsdescribed in Articles 18.2-5 and on the side impact absorbing structure(s) which weresubjected to the test described in Article 18.9.

16.5 Rear test :

All parts which will be fitted behind the rear face of the engine and which could materiallyaffect the outcome of the test must be fitted to the test structure. If suspension members areto be mounted on the structure they must be fitted for the test. The structure and thegearbox must be solidly fixed to the ground and a solid object, having a mass of 780kg (+1%/-0) and travelling at a velocity of not less than 11 metres/second, will be projected into it.

The object used for this test must be flat, measure 450mm (+/-3mm) wide by 550mm (+/-3mm) high and may have a 10mm radius on all edges. Its lower edge must be at the samelevel as the car reference plane (+/-3mm) and must be so arranged to strike the structure

vertically and at 90 to the car centre line.

During the test, the striking object may not pivot in any axis and the crash structure may besupported in any way provided this does not increase the impact resistance of the parts beingtested.

The resistance of the test structure must be such that during the impact :

- The peak deceleration over the first 225mm o

1-2012 technical regulations 09-03-2012

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